Internal combustion engine



April 13, 1943. c. s. GoBY INTERNAL COMBUSTION ENGINE Filed NOV. 13, 1939 4 SheQi-Sheet 1 INVENTOR CLIFFORD S. G0159 BY :3m/fv ATTORNEY.

` INTERNAL coMBUsTIoN ENGINE Filed NOV. l5, 1939 4 Sheets-Sheet 2 INVENTQR CLIFFORD 5. 'Gow M, M Wu/A ATTORNEY.:

April 13, 1943. c. s. GoBY .INTERNAL COMBUSTION ENGINE Filed Nov. 13, 1939 v 4 Sheets-Sheet 3 lNwiNroR CLIFFORD SJC-|0139 w f ATTORNEYS.

.lApril 13, 1943. v c. SQGOBY t2,316,160 I `IN'LERML coMBUsTIoN ENGINE Filed Nov. 13, 1939 4 Sheets-Sheet 4 i l INVENTOR. N Q 'CLIFFORD-5.60139 ATTORNEY J'.

Patented Apr. 13, 1943 cuadra s. Goby, cleveland, ohio, assign@ of one-half toiFrank Kramer, Cleveland Heights,

Application November 13, i939, Serial N o.' 303,942

(Cl. 12S- 75) 8 Claims.

This invention relates to internal combustion engines and, while vfeaturesof construction embodied therein are capable of more general use, they are especially useful in the production of aircraft ,engines and, in particular, oi' aircraft engines of the radial type.

Among the general 'objects of my invention are to obtain safer and more enduringfpower performance'than is capable of realizationjby `aircraft engines with which I am familiar. In the realization of this object, I employ a novel valve construction and a novel coordination of the same with respect to the cylinders and other engine parts with which they cooperate. -I also provide a novel means for removing the stresses on cylinders of aircraft `engines which is particularly valuable where aluminum or aluminum alloy is employed in the construction of the cylinders because of the ability of such metals to dissipate heat with great rapidity `and thereby maintain a safe and proper cooling range for air-cooled engines.

Further and more limited objectsand characteristics of my invention will be set forth hereinafter in connection with the detailed description of the parts shown in the drawings hereof, wherein Fig. 1 shows a rear elevation, with parts broken away, of a portion of a radial engine-such as is adaptable for use with aircraft;

Fig. 2 is an enlarged central longitudinal sectional vieW through one of the cylinders and the portion of the circular crankcase commonto all of the cylinders, said sectionbeing `taken on the line 2 2 of Fig. 1; Y

Figs. 3 and 4 are details in section taken on the lines 3-3 and l 4-4 of Fig. A2, respectively; and

Fig. 5 is a diagrammatic view illustrating the positions of the valve elements with reference to the inlet and exhaust ports at diiferent cycles` of the piston movement.

Describing by referencecharacters `the various parts shown in the drawings, `I denotesthe circular crankcase of i a radial aircraft engine, the engine shown in part herein comprising `nine cylinders, three of which are shown in` Fig, V1. 2 denotes the crank shaft which is provided with a pinion 3 Vmeshing with a master gear v-i`4supported on a shaft '5, the latter shaftbingrprovided with a pinion Bmeshingwith a 'gear -'I on one of the shafts 8. Eachof the shafts'il is provided with a gear 1, and these gears intermesh with one another in a well vknown manner,

While the crankcase has a cylindrical interior,

it is provided on its exterior with flanged bases 9 to which the outer cylinder casings are secured by long through bolts `which will be discussed hereinafter in connection with the cooperating features of the respective cylinders whereby they serve to anchor'the cylinder casings securely and accurately to the crankcase, Without danger ofthere being any material loss of heat dissipation `by the cylinder casings.

Cylinder and-valve construction Each cylinder comprises an outercasing I Il provided with the usual heat-dissipating fins l I,

' with its base engaging the `flanged seat 9 procylindercasing. By this arrangement, the heatvided therefor Aon thecrankcase. vEach cylinder also has a head I2 which is iirmly secured thereto by screw bolts I3 havingtheir lower-ends threaded into the crankcase and serving also to anchor the casings on their respective flanged seats. In "order to obtain the `most effective means for securing the cylinder casings to their seats,whereby all distortions of the casingsand the parts therewithin may beavoided, the bolts are `located as'close as possibleto the outside wall of each casing. The casings areprovided each with hollow bosses I4 formed integral therewith and extending the full length thereof and throughthe boresiof which the bolts I3 extend. The bores formed-in Athe bosses intersect the eX- Vterior surface of the cylinder casing; `in fact,

substantiallyhalf `of Aeach bore is formed in its dissipating surface of each casing is slightly reduced, but it is at least compensated for by the extra metal contained within the bosses which, as stated, extend the complete length of the cylinder casings. It'will be noted further that these bosses form in effect pillars, the bases whereof rest uponthe flanged seats 9. I n assembling, the bolts I3 are screwed in place in their respective flanged seats 9 and the cylinder casings and heads are then dropped over the bolts,V after which the nuts on the outer ends of the bolts are set up, whereby'the Cylinder casings and their heads are anchored securely in place.

As will be pointed out hereinafter,` this construction -and mode `of anchoring the cylinder casings removes the stresses therefrom and from the walls thereof as a whole and counteracts the effects of fatigue which is set up through prolonged operation of the engine, andparticularly where aluminum or aluminum alloy is employed in the cylinder construction and where a large proportion of the cylindercasing has been removed in providing the same with a circumferential series of ports, such as is shown herein. By my manner of anchoring the cylinder casings and heads to the crankshaft, I am enabled to make use of an upper and lower series of ports extending uninterruptedly around the entire circumference of the cylinder as well as the entire circumference of the sleeve and still preserve this portion of the latter and the parts therewithin against fracture and distortion.

The cylinder casing is provided with an inlet manifold I5 extending entirely therearound and with an exhaust manifold I6 also extending entirely therearound, the exhaust manifold'being located above the inlett manifold. These manifolds are provided, respectively, with the inlet and exhaust pipes I5a and |68'. fold communicates with a circumferential series of elongated ports |I and the outlet mani'- fold with similarly constructed and arranged ports I8. The supply of gaseous mixture to the ports and the exhaust of gases of combustion through the ports I8 are controlled by my novel valve construction,which will now be described. I9 denotes a long sleeve which constitutes a i valve as well as the inner Wall of the cylinder and which, in its movements, is guided by the inner wall of the casing I0. This sleeve is Vconnected at diametrically opposite portions of the bottom thereof with the reciprocating ends of rocking levers 20, `as indicated at 2|. The oppositel ends of these rocking levers are pivoted upon a shaft V272, the intermediate portions being connected p each to an eccentric strap mounted upon an eccentric 23 on the shaft 8. Similar means are provided for reciprocating the sleeve and the selector ring. The sleeve is provided, adjacent to its upper end, with a series of circumferentially arranged ports I9a which are adapted to be brought into vregistration with the ports I8, through the v reciprocatory movements of the said sleeve: also with a series of circumferentially arranged lower ports I9lo which are adapted to be brought into registration alternately with the ports and I8 by such reciprocation.

--Cooperating Witheach sleeve is a selector ring 24 which is mounted for reciprocation in a cylindrical vguide which is provided therefor in the Vinterior Vwall of a cylinder casing. This ring is provided'with a series of circumferentially arranged port 2lia adapted to be brought into registration with the ports |95L and ISb of the sleeve valve I9 and alternately into registration with the inlet and exhaust ports I8 and I`| of the cylinder casing. lI"he sleeve I 9 and ring 24 are in close sliding engagement, one with the other, and the ring is operated from a shaft 8 by means of rods 26 which are connected to diametrically opposite portions of the top thereof by means of studs 2l, the lower ends of these rods being each reciprocatedby means of a rocker arm 28, to the reciprocating end o-f which the lower ends of each of the rods isconnected, as shown at 29, the opposite end of each arm being also mounted upon a shaft 2 2 and the intermediate portion being pivotally connected to an eccentric strap mounted on the eccentric 30. Similar means are provided for reciprocating the selector rings for all of the cylinders. Y

It will be noted that the hollow bosses I4 are located between the inlet ports and also between the outlet ports IB, thereby strengthening thecylinder casings at these places.

It will be noted that the rods 26 are mounted in large vertical ducts 3| formed in the cylinder' The inlet manicasing. The bottoms of these ducts communicate freely with the crankcase and their upper ends with the tops of the sleeve i3 and selector ring 24, by means of the apertures 21a through which the studs 2l extend. These'ducts thus afford a means for ensuring efficient lubrication of the upper portions of the selector ring and sleeve through the oil fog which is produced in the crankcase by the whirling parts therewithin.V

One of the important features of my invention, whereby overheating of the valve mechanism is prevented, is the manner in which I drive the sleeves and selector rings, as well as the manner in which their ports cooperate with the inlet and exhaust `ports in the cylinder casing. In all sleeve valve engines with which I am familiar, the sleeves are reciprocated once for every tw'o reciprocations of the piston. This necessitates a speed of travel wherein vibrations that are practically negligible at lower speeds are. increased to an extentwhich renders them dangerous. In the construction embodied herein, the sleeve and selector ring are reciprocated only once for every four reciprocatio-ns of the piston or for every four revolutions of the crankshaft. This is effected by the reduction gearing interposed between the crankshaft and the shafts 8, which serve to reciprocate the sleeve and rings through the means Yheretofore described. In the drawings, the gear meshes with the gear 'I is half the diameter of the latter, being also half the diameter of the other gears 'I by which the other shafts 3 are driven. Hence, with the crankshaft turning at a speed of 2000 R. P. M., the valve operating shafts 8 will be turning at only 500 R. P. M. This, ,together with the manner of operating the sleeves and se' lector rings from the valve shafts insures a very -ne degree of balance and smooth running-factors which contribute largely to safety under prolonged operation. This overheating of the sleeve ports is also prevented by subjecting the ports 2te and ISb alternately to the action of the hot exhaust gases and the cool fuel mixture. While the -ports Ilia, as will appear from Fig. 5, are subjected only to the action of the hot exhaust gases,'these ports are located in the upper portion -of the sleeve I9 and are maintained out of the zone of combustion during practically the entire reciprocatory movement of the said sleeve. The maintaining of these parts cool is facilitated further by the fact that the sleeve and the selector ring are each reciprocated only once for every four reciprocations of the piston, thereby giving the ports a relatively long period of intermission between the times when they are subjected to the action of exhaust gases. v

To further insure the smoothness of running, each valve shaft gear 'I is provided with a counterbalance 'Ia applied thereto at such point that each valve shaft, together with its eccentrics, rods, rocking arms, sleeve and selector ring, becomes a balanced unit in itself. Y

It will be noted that the selector ring is provided with sealing rings indicated at 32, located in shallow grooves provided within the interior surface of the said ring. In addition, contracting piston rings 33 are inserted in grooves formed within the cylinder casing above and below the exhaust ports. These sealing and contracting .packing rings enable the selector ring to form an effective seal against the escape of gases due to fhigh cylinder pressures. In addition, a contracting packing ring 35 is inserted in a groove in the cylinder casingsurrounding the exterior surface of the valve sleeve below the inlet'ports. Each piston 3 6` is connected to the crankshaft bythe usual connecting rod Bland crankv 33 and is pro- Y vided `with piston rings 39.

Timing arrangement Because of the (four-to-.one reduction in the reciprocatory movements Vof the sleeve and selec- .tor ringas .compared `with ,the reciprocatory m'cvementsfofzthe piston, and :because of the re1- a special timing arrangement agram illustrated 1in Fig.:5, vwherein, in the 4individual diagrammatic views, `the `circles A :represent the paths traveled-'by the cranks tof the crankshaft while operating the `cylinder sleeve valves through the connections described hereinbeforeand thecircles B and C `represent the orbits traveled by theeccentrics 23 and v3l). In

the nine individual views the crank, sleeve, and

selector ring are shown in the relative positions which they occupyat the same instant of .time in the successive cylinder casingsfof a nine-cylinder radial engine constructed in accordance withv my been employed heretofore. AThe only change in this unison of movement is due to 'a slight ad- Vance in the selectorring over the sleeve whereby the former passes over its top and bottom centers slightly'in advancefof the sleeve.` By reference to the right hand view inFig. 5,'it `willbe seen that` the port ll in 'ithe sleeve valve isin nearly full open position and'will Aassume its full open positic-n when the piston travels a slightly greater distance "in the direction indicated by the` arrow'.

However, the selectorfring will have 4been raised,

i ntermelfliateftheposition shown inthe right hand view and that shown in the flefthand view, bringingthefports 24's thereof vin register vwith the ports i8 and 19a, which permits the 'free escape ofthe exhaust gases. Except rfor this `slight change in `the direction; the sleeve and the `selector .ring

travel always in the Vsame direction and atsubstantially the same rate `of speed, although the throw of the-selector ring is less than that of the sleeve, as will be evident'fromFig. 5. The fact `that 'they travel so together facilitates their counterbalancing andV reducing to aiminimum the friction createdbetween themdue to `their reciprocatory movements. Finally, the employment of the short sentier 4ring renders it permissible to operate the sleeve at a much lower rate `of speed than is usually employed with sleeve valves. It also enables the use of wide clear ports which encirclethe entire circumference of the cylinder and thus induce a highly effective flow of gas without resorting to hazardous valve` overlapping, with its susceptibility to dangerous backfires and disaster. The selector ring as constructed and operated provides an effective means for sealing the burning gases within the cylinder from the inlet port and from the supply of gaseous fuel thereto.

It will be noted that the contracting piston rings 33 and 35 are inserted in grooves formed within the cylinder casing and not in grooves formed within the exterior walls of the sleeve yany undue VVdriving stresses;

valve `and of the selector ring.` This is because of the lfact that the Lcylinder casing is made of aluminum-or aluminum .alloyand hence should not besubjected to the sliding `pressure `of rings vinserted into the exterior surface ofthe sleeve valve and oftheselector ring.

Due Lto the'construction and arrangement of `the parts described'herein, I am enabled to obtain the following important advantages over other sleeve valve constructions with which I am familiar: (l) to employ inlet and exhaust ports thatencircle the entirecircumference of the cylinder'bu't without danger of distortionor'fracture in this zone, `due to` fatigue; `(2) to determine the opening and closing points of the valve by the `fixed edges of the ports in the cylinder cas- -ingr-instead of by the 4lappingof the valve sleeve against another relatively moving element; 3) due -to the manner-of operating the valve sleeve and the selector ring uniformly and from diametrically opposed `points thereby to eliminate (5) to eliminate sleeve `*and cylinder distortion; (6) to obtain a valve operation which is positive and certain at high enginespeeds; (7) to eliminate the danger of overheating the sleeve ports; (8) to provide an effective seal against the escape of gases, due to high cylinder pressures through the location of the'contracting packing rings; (9) to operate safely under high compression; and (10) in general, 'to obtain safer a-nd more enduring power performance than has been hitherto capable of accomplishment in engines of the type to which myiinvention relates.

`Having thus described my invention, what I claim is:

1. Aninternal `combustion engine comprising a cylinder casinghaving a circumferential series vof inletports extending 4therearoundand a circumferential series of `exhaust ports extending therearound and longitudinally spaced from the inlet portsa cylinder sleeve reciprocably mounted within the-said `casing and having longitudinally the cylinder-.sleeveand provided witha circumferential series of jports extending therearound and adapted nto, register alternately withV the `two seriesof uports in the casing,l.an inlet manifold `surrounding all `of the inlet ports `in saidcasing @and adapted to supply gaseous fuel to allor-said ,rin-letports, an exhaust` manifold surrounding all (of the exhaust l ports insaid casing and adapted ,to :receive exhaust-gasesfrom allof said exhaust ports, a piston reciprccable in said cylinder sleeve, a crankshaft, and driving connections between said crankshaft and said piston, sleeve and ring for reciprocating the sleeve and the ring once for every four reciprocations of the piston and for bringing one series of ports in the sleeve into and out of register with the exhaust ports of the casing and for bringing the other series of ports in the sleeve alternately into and out of register with the inletand exhaust ports of the casing and for bringing the series of ports in the ring alternately into and out of register withv the exhaust ports of the casing and with the first series of ports in the sleeve and into and out of register with the inlet ports in the casing and with the second series of ports in the sleeve.

2. An nternalcombustion engine comprising a crankcase, a vcylinder casing having vertically spaced inlet and exhaust ports, a cylinder sleeve reciprocably mounted in said casing and having one or more ports in its upper portion adapted to be brought into and out of registration with said inlet and exhaust ports, a selector ring reciprocably mounted within the casing exteriorly of said sleeve and having one or more ports adapted to be brought into and out of registration with said inlet and exhaust ports, a piston in said cylinder sleeve, a crankshaft in said crankcase, driving connections between said crankshaft and said piston, cylinder sleeve and selector ring for reciprocating the same in timed relation to one another, the driving connections for the selector ring comprising rods reciprocably mounted inducts formed in said casing and connected to substantially equi-angularly Yspaced portions of the top of said ring by studs extending through apertures extending inwardly above the tops ofrsaid ring and sleeve, the bottoms of said ducts communicating with said crankcase and providing spaces between the innerwalls thereof and the said rods for the free passage of lubricating fluid to the upper portions of said sleeve and ring.

V3. An internal combustion engine comprising a cylinder casing having inlet and exhaust ports, a cylinder sleeve reciprocably mounted within said casing and having one or more ports adapted to register with said inlet and exhaust ports, a selector ring reciprocably mounted within the casing and surrounding said sleeve and having one or more ports adapted to register with the inlet and exhaust ports, a piston reciprocably mounted in said sleeve, means for reciprocating the piston, sleeve and selector ring in timed relation to one another, the means for reciprocating the sleeve and ring comprising a shaft and means for rotating the same, rocker arms connected to opposite sides of the bottom of said sleeve, rocker arms and rods connected thereto and to opposite sides of the top of said ring, and means driven by said shaft for reciprocating said rocker arms.

li. In the engine set forth in claim 3, the means for rotating the shaft comprising a driven gear thereon, means for driving said gear, and a counterbalance carried by said gear for the said sleeve, selector ring, rocker armsand the connections between said arms and the said sleeve and ring.

v5. In the engine set forth in claim V3, the means for reciprocating the rocker arms comprising eccentrics driven by said shaft and operatively connected with said arms intermediate of the ends of the latter and the means for rotating the shaft comprising a driven gear thereon and a counterbalance carried by'said gear for the said sleeve, selector ring, rocker arms, eccentrics,

' i shaft and said piston, cylinder sleeve and selectorA and the connections between the rocker arms and the sleeve and selectorv ring.

V6. An internal combustion engine comprising a cylinder casing having longitudinally spaced inlet and exhaust ports, a cylinder sleeve reciprocably mounted within the said casing and having longitudinally spaced ports, one of which is adapted to be brought into and out of register with the inlet port of the casing and the other of which is adapted to be brought alternately into and out of register with the exhaust port of the casing, a selector ring reciprocably mounted in the casing and surrounding the cylinder sleeve and provided with a port, a crank shaft, driving connections between said crank shaft and said piston, sleeve and ringrfor reciprocating the sleeve and ring once for every four reciprocatings of the piston and for bringing one of the portsin the sleeve into and out of register with theA exhaust port of the casing-and the other port in the sleeve internately into and out l of register with the Vinlet and exhaust ports of the casing and for bringing the port in theselector ring alternately into register with the inlet and exhaust ports of the casing and simultaneously therewith into register with the cooperating ports inthe sleeve. Y

7. In the engine recited in claim 6, the driving `connections including means for moving the sleeve and selector ring in the same direction throughout substantially each complete reciprocatory movement thereof.

8. An internal combustion engine comprising a crankcase, a cylinder casing having vertically spaced inlet and exhaust ports, a cylinder sleeve reciprocably mounted in said casing and having one or more ports in its upper portion adapted to be brought into and out of registration with said inlet and exhaust ports, a selector ring reciprocably mounted within the casing exteriorly of said sleeve and having one or more ports adapted to be brought into and out of registration with said inlet yand `exhaust ports, a piston in Y l said cylinder sleeve, a crankshaft in said crankcase, driving connections between said crankring for reciprocating the same in timed relation on one another, the driving connections for the selector ring comprising a rod reciprocably mounted in a duct formed in said casing, said rod being connected togthe top of said ring by a stud extending through an aperture extending inwardly above thek top of said ring and GOA 

